Am I asking too much of my tuner????
08-25-2009, 11:54 AM
#121
I already argued it but was told I was wrong. I asked them again, multiple people but they are all wrong. I base my opinions and beliefs on people in the real world who have actual knowledge and understanding of the base systems and the fundamentals that drive them. I am not attacking anyone or trying to wrong anyone.
Your tuning advice was all over the place. Most of it was dead wrong. Not just what you were saying, but the context in which it was in. Again, you don't know me, my education, level of expertise, etc. So don't tell me about what your mentor knows that I don't.
I am not here to quote people or waste peoples time that have more important things to do than be on this forum. I already have by some of this bs; therefore, i am done on this site indefinitely. You can talk whatever **** you want and go on but my opinions and those of people I respect who are knowledge is insignificant to some of your "real world" experience.
Maybe you should show your mentor the crap you're spewing on here, and see what he has to say about that. But, you probably won't, cause he'll put you on computer restriction.
08-26-2009, 12:35 AM
#122
Ed..... I wish I could help you. Every time you commented on something I said and told me how wrong I was, I relayed it to someone who knows way more than you could ever dream. My mentor who does alot in the engineering world and has cars that would make you cry, and he disputed alot of what you said; actually another guy that kind of mentors me too and I respect and look up to disagreed with your tuning comments to me and the way you tuned. I am sure he is wrong though he only designed the logic you are using and did the first production controls and tunes on alot of the engines you work on. He is an unclassified now managing two departments so **** yes I will get defensive when you talk **** on me because it reflects on him and he knows infinitely more than what I do but alot of my knowledge comes from them. If you disagree with me I only wish they could come down and work on your engine and tune it instead of you because you would feel worthless after telling them how stupid they are. They do so much more than you ever will you turn the parts they design in their spare time. I actually learned more from him speaking against your beliefs than your rants. So really when you are arguing with my refutes you are arguing with a 60 and a 50 year old engineer who can answer any question I ask from tuning to material properties and flow analysis. Please stop talking down to me like that because I will continue to get so defensive because you are speaking bad of either one of them. I may not know as much as you think you do but they sure as hell know 50x's more than you and could run circles around you without even blinking.
.
Lets put all the nonsense aside. The car was tuned by Virgina Speed and Ed....4 other "tuners" probably spouting the same nonsense you do, couldn't get the job done, and this guy, after claiming you were full of ****, was able to do exactly what he said he was going to do......
Put your "simulations" aside because they are all flawed, they were written by other apparent "geniuses", much like yourself, who obviously do not know the difference in "Perfect World Scenario" and "Real Life". Trust me, with all the stupid schooling I went through working for Halliburton, I will tell you, their is a difference between books and computers and actuality.
For example, on the computer ...I am 25 with looks like Brad Pitt and I am wealthier then Donald Trump... "YOUR FIRED!!"
In actuality, my face looks more like Mark Whalberg *sp* I gained 35lbs this last year, and I went from a 100k a year job to being unemployed because I refuse to take a job that I'm over qualified and underpaid for...
But according to the simulation....I am rich...and I didn't gain that 25lbs last year.
I just spent literally 5 hours reviewing almost all every thread you have ever posted in. Not just your replies but all of the replies, and after careful review, I do believe, you are no better then the "techs" at Autozone who's entire knowledge is based on what their computer tells them.
My wife graduates soon and then goes to med school to be a doctor, maybe I'll have her come in here and diagnose you as insane.....that's the same thing right? Btw she started off as an engineer major and only changed AFTER she had done all the reqs. for it when she decided she wanted to become a DDS instead. I guarantee you that you do not know as much about math as you claim, with all your talks on fluid dynamics which ...seems to prove everything because of fluid dynamics.....
This was my first last and only rant I have regarding this guy...... and I'm glad you got the bugs worked out of your Vette. I wouldn't wana cross paths with it in my Z28 that's for sure.
09-01-2009, 08:28 AM
#123
On The Tree
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Just a little update... The car still runs great... When to the track on Thursday night to get a few NA passes before we spray it next week... On Drag Radials and not on Kill mode in the heat it went 10.93 @ 129.33... I'm, pretty confident with good air and slicks and a little seat time we'll get her to 10.50s N/A.... Anyone want to guess what it'll run on the spray with slicks?
6 spd with Spec twin disc, c6 zo6 rear w 3.42 rear, tr6060 trans, car is full weight plus... around 3650 I guess.... Motor makes 522 rwhp and 469 rwtq... N/A and on the spray it made 762 rwhp 701 rwtq… N20...
6 spd with Spec twin disc, c6 zo6 rear w 3.42 rear, tr6060 trans, car is full weight plus... around 3650 I guess.... Motor makes 522 rwhp and 469 rwtq... N/A and on the spray it made 762 rwhp 701 rwtq… N20...
09-06-2009, 01:32 AM
#126
Wait wait wait wait....you go to Purdue? This has got to be Dottie....Who are you Radcannon? I'm sure you are in PAPA if you really go to Purdue. I won't tell anyone on here who you really are, I would just like to know myself.
09-07-2009, 11:29 AM
#127
haha yep your right.... I am a moron. Just design the engines u guys work an and seem to know so much about....
And im glad you have 762 rwhp car... I have a 600 rwhp and just over 800 congrats. Did them myself.
Anyone who does a SD tune on a camed car knows **** sorry. Real world facts. Maf sensor is accurate to within 5% thats why car companies use them and a competent know it all tuner would have done a mafed based tune and used PE to enrich at air flow above the saturation limit of the maf... **** i would love to hear one of you guys tell me how a maf works ill give you a hint it has a couple of resistive wires in it. You have pressure fluctuations in any intake especially a cammed intake. While you can get it right it was PITA I am sure and took at least 6-7 hours.
I didn't really even choose to read your comments but thats fine. You guys are morons. Sad fact of the world is that there is a reason educated ppl get paid and have jobs and design parts.
You are probably the people that think engines "knock" or detonate hahaha far from the truth. The noise is an audible knock yes from the pressure waves traveling throughout the block.
Probably don't even know how compression ratios affect engines just think they make more power. Or why flat top or dished pistons are better than domed and why heads should be shaved instead of pistons domed. Or the affects of different heat of vaporizations on fuel. Or dual injection for catalyst lighting and charge cooling. Or a DI stratified or homogeneous engine. Or why a DI engine runs about 1 compression ratio high on pump gas than a PFI. Or why cams are retarded to improve fuel economy. Or best injector location. Or how mixture motion in heads affect combustion and how to improve combustion. Or what you are doing when you port a head and the proper way to do it to promote high velocity and good swirl motion. Or how the induction system really works and what is and isn't beneficial. Or how to figure out the amount of methanol to inject into the engine before even tuning.
There are those who turn dials because they have learned from their experience and then there are those who take their knowledge and experience and turn dials and update things having in mind their desired result and seeing it happen. I know how it affects combustion and the whole nine yards. And thats why i run high methanol injection in my blown motor to avoid stochastic pre-ignition which is caused by high heat of vaporization fuels and oil dilution and can light the mixture at 90+ degrees advanced. Might not destroy an engine thats built but its definitely very hard on it and raises cylinder pressures significantly over double. Probably not sure what the looks like on a LOG PV diagram either and are probably like oh **** it doubles peak pressures its got to make WAY more POWER. Or what pre-ignition or auto-ignition which u guys probably refer to as detonation looks like and how mbt is affected by engine geometries. Or why stock motors run high boost levels compared the fuel they use because they don't approach MBT. **** though I don't mean to talk above all you guys. I am sure you all know the typical peak cylinder pressures in engines though and have alot of magazine reading and screw turning and internet reading to get where you are today. Sorry **** sucks when you don't have an education and think you are an internet bad ***.
Have a good day
20 years ago headers made a major difference. Today not really. Flow recovery yes good for some power. Scavenging not especially on stock motors with ls6 intakes. Probably don't even know why the ls6 intake has no egr and how that affects breathing capabilities of the engine and how the cam choice was driven.
Thanks skull for messaging me so I could tell you guys whats up. Go ahead and talk **** because I know i just far surpassed ur knowledge on here.
We could talk about VGT, T/S, Single Scroll just to mention a few turbos and talk about their benefits if you want. Or we could talk about positive displacement blowers, piston type blowers, screw blowers or variable compression ratio engines or HCCI and how it works. Oh thats right you guys all do race tunes and know the ****. Race tuning is a joke compared to production motors. How does ur **** smell with ur head so far up ur ***
And im glad you have 762 rwhp car... I have a 600 rwhp and just over 800 congrats. Did them myself.
Anyone who does a SD tune on a camed car knows **** sorry. Real world facts. Maf sensor is accurate to within 5% thats why car companies use them and a competent know it all tuner would have done a mafed based tune and used PE to enrich at air flow above the saturation limit of the maf... **** i would love to hear one of you guys tell me how a maf works ill give you a hint it has a couple of resistive wires in it. You have pressure fluctuations in any intake especially a cammed intake. While you can get it right it was PITA I am sure and took at least 6-7 hours.
I didn't really even choose to read your comments but thats fine. You guys are morons. Sad fact of the world is that there is a reason educated ppl get paid and have jobs and design parts.
You are probably the people that think engines "knock" or detonate hahaha far from the truth. The noise is an audible knock yes from the pressure waves traveling throughout the block.
Probably don't even know how compression ratios affect engines just think they make more power. Or why flat top or dished pistons are better than domed and why heads should be shaved instead of pistons domed. Or the affects of different heat of vaporizations on fuel. Or dual injection for catalyst lighting and charge cooling. Or a DI stratified or homogeneous engine. Or why a DI engine runs about 1 compression ratio high on pump gas than a PFI. Or why cams are retarded to improve fuel economy. Or best injector location. Or how mixture motion in heads affect combustion and how to improve combustion. Or what you are doing when you port a head and the proper way to do it to promote high velocity and good swirl motion. Or how the induction system really works and what is and isn't beneficial. Or how to figure out the amount of methanol to inject into the engine before even tuning.
There are those who turn dials because they have learned from their experience and then there are those who take their knowledge and experience and turn dials and update things having in mind their desired result and seeing it happen. I know how it affects combustion and the whole nine yards. And thats why i run high methanol injection in my blown motor to avoid stochastic pre-ignition which is caused by high heat of vaporization fuels and oil dilution and can light the mixture at 90+ degrees advanced. Might not destroy an engine thats built but its definitely very hard on it and raises cylinder pressures significantly over double. Probably not sure what the looks like on a LOG PV diagram either and are probably like oh **** it doubles peak pressures its got to make WAY more POWER. Or what pre-ignition or auto-ignition which u guys probably refer to as detonation looks like and how mbt is affected by engine geometries. Or why stock motors run high boost levels compared the fuel they use because they don't approach MBT. **** though I don't mean to talk above all you guys. I am sure you all know the typical peak cylinder pressures in engines though and have alot of magazine reading and screw turning and internet reading to get where you are today. Sorry **** sucks when you don't have an education and think you are an internet bad ***.
Have a good day
20 years ago headers made a major difference. Today not really. Flow recovery yes good for some power. Scavenging not especially on stock motors with ls6 intakes. Probably don't even know why the ls6 intake has no egr and how that affects breathing capabilities of the engine and how the cam choice was driven.
Thanks skull for messaging me so I could tell you guys whats up. Go ahead and talk **** because I know i just far surpassed ur knowledge on here.
We could talk about VGT, T/S, Single Scroll just to mention a few turbos and talk about their benefits if you want. Or we could talk about positive displacement blowers, piston type blowers, screw blowers or variable compression ratio engines or HCCI and how it works. Oh thats right you guys all do race tunes and know the ****. Race tuning is a joke compared to production motors. How does ur **** smell with ur head so far up ur ***
Last edited by Radcannon; 09-07-2009 at 11:38 AM.
09-07-2009, 11:41 AM
#128
I would love to have one of you explain Heat Transfer in % of fuel energy and how Surface to volume ratios affect indicated efficiencies of motors and what a longer stroke than bore does and vice versa. And how that all affects the way an engine makes power.... U guys know so much more than me apparently maybe I should learn from all of u.
Are there higher pressure areas during normal combustion and is the heat constant in all zones of the cylinders... I really would love to hear it.
Are there higher pressure areas during normal combustion and is the heat constant in all zones of the cylinders... I really would love to hear it.
this little **** head.
09-07-2009, 01:16 PM
#132
ya please do i already asked a couple of them too. I have no help for ppl who know ****. Your 02 ss that u tuned did 11.5 damn im jealous hahahaha. I can't believe the stock bottom end would handle that.
Go spew ur uneducated bull **** to someone who gives a **** and believes your "experience." There are stock long block ls1's by ppl who actually know **** that are in 11's. I am sure you guys could them though too.
Go spew ur uneducated bull **** to someone who gives a **** and believes your "experience." There are stock long block ls1's by ppl who actually know **** that are in 11's. I am sure you guys could them though too.
09-07-2009, 03:42 PM
#136
20 years ago headers made a major difference. Today not really. Flow recovery yes good for some power. Scavenging not especially on stock motors with ls6 intakes. Probably don't even know why the ls6 intake has no egr and how that affects breathing capabilities of the engine and how the cam choice was driven.
Thanks skull for messaging me so I could tell you guys whats up. Go ahead and talk **** because I know i just far surpassed ur knowledge on here.
Thanks skull for messaging me so I could tell you guys whats up. Go ahead and talk **** because I know i just far surpassed ur knowledge on here.
09-07-2009, 03:57 PM
#138
Here was the PM I sent and his reply...just for you all to see....
haha nope thanks for the sarcasm. I actually go to GMI. Good luck though. i must have beat your car if i saw you. Sucks to get beat by a 20 year old who did all the design and tuning on his cars.
Originally Posted by Radcannon
Originally Posted by SkullV
Hey man,
You go to Purdue? Are you in PAPA? Just figured I MUST know you or your car if you are down here.
Ted
You go to Purdue? Are you in PAPA? Just figured I MUST know you or your car if you are down here.
Ted
09-07-2009, 05:12 PM
#139
Also, they educate you the way THEY WANT YOU EDUCATED. They don't promote creative thinking. Like I said, a buddy of mine went there. I've been there.
Anyone who does a SD tune on a camed car knows **** sorry. Real world facts. Maf sensor is accurate to within 5% thats why car companies use them and a competent know it all tuner would have done a mafed based tune and used PE to enrich at air flow above the saturation limit of the maf...
**** i would love to hear one of you guys tell me how a maf works ill give you a hint it has a couple of resistive wires in it. You have pressure fluctuations in any intake especially a cammed intake. While you can get it right it was PITA I am sure and took at least 6-7 hours.
You know, how chamber shape changes efficiency. Or how flame propagation is affected by piston crown shape, chamber size and shape, quench, spark plug location, etc.
Or the affects of different heat of vaporizations on fuel. Or dual injection for catalyst lighting and charge cooling. Or a DI stratified or homogeneous engine. Or why a DI engine runs about 1 compression ratio high on pump gas than a PFI. Or why cams are retarded to improve fuel economy. Or best injector location. Or how mixture motion in heads affect combustion and how to improve combustion. Or what you are doing when you port a head and the proper way to do it to promote high velocity and good swirl motion. Or how the induction system really works and what is and isn't beneficial. Or how to figure out the amount of methanol to inject into the engine before even tuning.
There are those who turn dials because they have learned from their experience and then there are those who take their knowledge and experience and turn dials and update things having in mind their desired result and seeing it happen. I know how it affects combustion and the whole nine yards. And thats why i run high methanol injection in my blown motor to avoid stochastic pre-ignition which is caused by high heat of vaporization fuels and oil dilution and can light the mixture at 90+ degrees advanced. Might not destroy an engine thats built but its definitely very hard on it and raises cylinder pressures significantly over double. Probably not sure what the looks like on a LOG PV diagram either and are probably like oh **** it doubles peak pressures its got to make WAY more POWER. Or what pre-ignition or auto-ignition which u guys probably refer to as detonation looks like and how mbt is affected by engine geometries. Or why stock motors run high boost levels compared the fuel they use because they don't approach MBT. **** though I don't mean to talk above all you guys. I am sure you all know the typical peak cylinder pressures in engines though and have alot of magazine reading and screw turning and internet reading to get where you are today. Sorry **** sucks when you don't have an education and think you are an internet bad ***.
There are those who turn dials because they have learned from their experience and then there are those who take their knowledge and experience and turn dials and update things having in mind their desired result and seeing it happen. I know how it affects combustion and the whole nine yards. And thats why i run high methanol injection in my blown motor to avoid stochastic pre-ignition which is caused by high heat of vaporization fuels and oil dilution and can light the mixture at 90+ degrees advanced. Might not destroy an engine thats built but its definitely very hard on it and raises cylinder pressures significantly over double. Probably not sure what the looks like on a LOG PV diagram either and are probably like oh **** it doubles peak pressures its got to make WAY more POWER. Or what pre-ignition or auto-ignition which u guys probably refer to as detonation looks like and how mbt is affected by engine geometries. Or why stock motors run high boost levels compared the fuel they use because they don't approach MBT. **** though I don't mean to talk above all you guys. I am sure you all know the typical peak cylinder pressures in engines though and have alot of magazine reading and screw turning and internet reading to get where you are today. Sorry **** sucks when you don't have an education and think you are an internet bad ***.
20 years ago headers made a major difference. Today not really. Flow recovery yes good for some power. Scavenging not especially on stock motors with ls6 intakes. Probably don't even know why the ls6 intake has no egr and how that affects breathing capabilities of the engine and how the cam choice was driven.
I've got a dyno graph that PROVES what the difference is. Do you have any dyno graphs that PROVE your opinion?
We could talk about VGT, T/S, Single Scroll just to mention a few turbos and talk about their benefits if you want. Or we could talk about positive displacement blowers, piston type blowers, screw blowers or variable compression ratio engines or HCCI and how it works. Oh thats right you guys all do race tunes and know the ****. Race tuning is a joke compared to production motors. How does ur **** smell with ur head so far up ur ***
Keep flappin yer jaws and removing all doubt about the level of your intellect.
09-07-2009, 07:17 PM
#140
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haha yep your right.... I am a moron. Just design the engines u guys work an and seem to know so much about....
And im glad you have 762 rwhp car... I have a 600 rwhp and just over 800 congrats. Did them myself.
Anyone who does a SD tune on a camed car knows **** sorry. Real world facts. Maf sensor is accurate to within 5% thats why car companies use them and a competent know it all tuner would have done a mafed based tune and used PE to enrich at air flow above the saturation limit of the maf... **** i would love to hear one of you guys tell me how a maf works ill give you a hint it has a couple of resistive wires in it. You have pressure fluctuations in any intake especially a cammed intake. While you can get it right it was PITA I am sure and took at least 6-7 hours.
I didn't really even choose to read your comments but thats fine. You guys are morons. Sad fact of the world is that there is a reason educated ppl get paid and have jobs and design parts.
You are probably the people that think engines "knock" or detonate hahaha far from the truth. The noise is an audible knock yes from the pressure waves traveling throughout the block.
Probably don't even know how compression ratios affect engines just think they make more power. Or why flat top or dished pistons are better than domed and why heads should be shaved instead of pistons domed. Or the affects of different heat of vaporizations on fuel. Or dual injection for catalyst lighting and charge cooling. Or a DI stratified or homogeneous engine. Or why a DI engine runs about 1 compression ratio high on pump gas than a PFI. Or why cams are retarded to improve fuel economy. Or best injector location. Or how mixture motion in heads affect combustion and how to improve combustion. Or what you are doing when you port a head and the proper way to do it to promote high velocity and good swirl motion. Or how the induction system really works and what is and isn't beneficial. Or how to figure out the amount of methanol to inject into the engine before even tuning.
There are those who turn dials because they have learned from their experience and then there are those who take their knowledge and experience and turn dials and update things having in mind their desired result and seeing it happen. I know how it affects combustion and the whole nine yards. And thats why i run high methanol injection in my blown motor to avoid stochastic pre-ignition which is caused by high heat of vaporization fuels and oil dilution and can light the mixture at 90+ degrees advanced. Might not destroy an engine thats built but its definitely very hard on it and raises cylinder pressures significantly over double. Probably not sure what the looks like on a LOG PV diagram either and are probably like oh **** it doubles peak pressures its got to make WAY more POWER. Or what pre-ignition or auto-ignition which u guys probably refer to as detonation looks like and how mbt is affected by engine geometries. Or why stock motors run high boost levels compared the fuel they use because they don't approach MBT. **** though I don't mean to talk above all you guys. I am sure you all know the typical peak cylinder pressures in engines though and have alot of magazine reading and screw turning and internet reading to get where you are today. Sorry **** sucks when you don't have an education and think you are an internet bad ***.
Have a good day
20 years ago headers made a major difference. Today not really. Flow recovery yes good for some power. Scavenging not especially on stock motors with ls6 intakes. Probably don't even know why the ls6 intake has no egr and how that affects breathing capabilities of the engine and how the cam choice was driven.
Thanks skull for messaging me so I could tell you guys whats up. Go ahead and talk **** because I know i just far surpassed ur knowledge on here.
We could talk about VGT, T/S, Single Scroll just to mention a few turbos and talk about their benefits if you want. Or we could talk about positive displacement blowers, piston type blowers, screw blowers or variable compression ratio engines or HCCI and how it works. Oh thats right you guys all do race tunes and know the ****. Race tuning is a joke compared to production motors. How does ur **** smell with ur head so far up ur ***
And im glad you have 762 rwhp car... I have a 600 rwhp and just over 800 congrats. Did them myself.
Anyone who does a SD tune on a camed car knows **** sorry. Real world facts. Maf sensor is accurate to within 5% thats why car companies use them and a competent know it all tuner would have done a mafed based tune and used PE to enrich at air flow above the saturation limit of the maf... **** i would love to hear one of you guys tell me how a maf works ill give you a hint it has a couple of resistive wires in it. You have pressure fluctuations in any intake especially a cammed intake. While you can get it right it was PITA I am sure and took at least 6-7 hours.
I didn't really even choose to read your comments but thats fine. You guys are morons. Sad fact of the world is that there is a reason educated ppl get paid and have jobs and design parts.
You are probably the people that think engines "knock" or detonate hahaha far from the truth. The noise is an audible knock yes from the pressure waves traveling throughout the block.
Probably don't even know how compression ratios affect engines just think they make more power. Or why flat top or dished pistons are better than domed and why heads should be shaved instead of pistons domed. Or the affects of different heat of vaporizations on fuel. Or dual injection for catalyst lighting and charge cooling. Or a DI stratified or homogeneous engine. Or why a DI engine runs about 1 compression ratio high on pump gas than a PFI. Or why cams are retarded to improve fuel economy. Or best injector location. Or how mixture motion in heads affect combustion and how to improve combustion. Or what you are doing when you port a head and the proper way to do it to promote high velocity and good swirl motion. Or how the induction system really works and what is and isn't beneficial. Or how to figure out the amount of methanol to inject into the engine before even tuning.
There are those who turn dials because they have learned from their experience and then there are those who take their knowledge and experience and turn dials and update things having in mind their desired result and seeing it happen. I know how it affects combustion and the whole nine yards. And thats why i run high methanol injection in my blown motor to avoid stochastic pre-ignition which is caused by high heat of vaporization fuels and oil dilution and can light the mixture at 90+ degrees advanced. Might not destroy an engine thats built but its definitely very hard on it and raises cylinder pressures significantly over double. Probably not sure what the looks like on a LOG PV diagram either and are probably like oh **** it doubles peak pressures its got to make WAY more POWER. Or what pre-ignition or auto-ignition which u guys probably refer to as detonation looks like and how mbt is affected by engine geometries. Or why stock motors run high boost levels compared the fuel they use because they don't approach MBT. **** though I don't mean to talk above all you guys. I am sure you all know the typical peak cylinder pressures in engines though and have alot of magazine reading and screw turning and internet reading to get where you are today. Sorry **** sucks when you don't have an education and think you are an internet bad ***.
Have a good day
20 years ago headers made a major difference. Today not really. Flow recovery yes good for some power. Scavenging not especially on stock motors with ls6 intakes. Probably don't even know why the ls6 intake has no egr and how that affects breathing capabilities of the engine and how the cam choice was driven.
Thanks skull for messaging me so I could tell you guys whats up. Go ahead and talk **** because I know i just far surpassed ur knowledge on here.
We could talk about VGT, T/S, Single Scroll just to mention a few turbos and talk about their benefits if you want. Or we could talk about positive displacement blowers, piston type blowers, screw blowers or variable compression ratio engines or HCCI and how it works. Oh thats right you guys all do race tunes and know the ****. Race tuning is a joke compared to production motors. How does ur **** smell with ur head so far up ur ***
as far as what we may or may not know-here are some of the accomplisments by the guys at Virginia Speed.
designed and built the most powerful lsx engine in the country-which also happens to be the fastest single turbo radial car in the country
tuned fastest stock longblock ls car-124mph if i'm correct
built the most powerful stock bottom end 6.0 gto
built the most powerful stock bottom end gto with l92 heads
built and tuned 700hp 5.9 cummins marine diesel,best hp-weight ratio of any marine diesel in the world.tuned in house with cummins calmap software.
built and tuned only diesel axial vector engine in the world-makes 1800ft lbs and 1200rpm
And the list goes on-this is just a couple highlights.
you can rattle on about everything you know,this is stuff we have done.
Ed proved he can back his **** up,how about you?I would put Ed up against any tuner in the world-race,oem,whatever.